EP3436321B1 - Method for providing a brake force in a vehicle - Google Patents

Method for providing a brake force in a vehicle Download PDF

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Publication number
EP3436321B1
EP3436321B1 EP17704250.4A EP17704250A EP3436321B1 EP 3436321 B1 EP3436321 B1 EP 3436321B1 EP 17704250 A EP17704250 A EP 17704250A EP 3436321 B1 EP3436321 B1 EP 3436321B1
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EP
European Patent Office
Prior art keywords
brake
hydraulic
vehicle
pressure
motor
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EP17704250.4A
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German (de)
French (fr)
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EP3436321A1 (en
Inventor
Frank Baehrle-Miller
Dieter Blattert
Helmut Wolff
Edith Mannherz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP3436321A1 publication Critical patent/EP3436321A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2302/00—Responses or measures related to driver conditions
    • B60Y2302/03—Actuating a signal or alarm device

Definitions

  • the parking brake includes an electric brake motor, via which a clamping force to lock the vehicle can be generated.
  • the rotational movement of the electric brake motor is transferred into an axial adjustment movement of a spindle nut, via which a brake piston, which is the carrier of a brake pad, is pressed axially against a brake disc.
  • the electric brake motor is integrated into a wheel brake device, which is part of the vehicle's hydraulic vehicle brake.
  • the hydraulic fluid of the vehicle brake also acts on the brake piston.
  • the DE 10 2008 012 338 A1 discloses a method for providing braking force in a vehicle, in which the idling distance is initially overcome without an electromechanical force build-up by actuating an electric brake motor. A hydraulic brake pressure is then generated and finally the electric brake motor is actuated again to overcome a displacement of the brake piston caused by the hydraulic brake pressure and to build up the brake force electromechanically.
  • a braking force is provided in a vehicle that has a hydraulic vehicle brake and an electromechanical braking device with an electric brake motor.
  • the brake motor of the electromechanical braking device acts on a brake piston which carries a brake lining, with the brake lining being pressed against a brake disk during an adjustment movement of the brake piston.
  • the rotational movement of the rotor of the electric brake motor is advantageously transferred into an axial adjustment movement of a spindle nut, which presses against the brake piston.
  • the hydraulic vehicle brake includes one or more wheel brake devices on one or more wheels of the vehicle, in which brake fluid under hydraulic pressure acts on the same brake piston that is also adjusted by the electric brake motor of the electromechanical brake device.
  • the brake piston can be adjusted both by the electric brake motor and by the brake fluid.
  • the electric brake motor is first actuated until the idling distance of the electric brake motor is overcome without electromechanical braking force build-up and the spindle nut, which is adjusted by the rotor shaft of the electric brake motor, is in contact with the brake piston, but without generate braking force.
  • a hydraulic braking pressure is generated, so that braking force is automatically generated hydraulically in the wheel brake device. Meanwhile, the electric brake motor remains in its previously reached contact position without generating an electromechanical braking force.
  • the electric brake motor is actuated again and a play that is caused by the displacement of the brake piston due to the hydraulic brake pressure and represents an additional free travel is overcome first.
  • the electric brake motor will then continued to be operated beyond this point, so that the brake motor adjusts the brake piston and an electromechanical brake force build-up is achieved by the brake motor.
  • This procedure has the advantage that after the completion of the automatically performed braking process, the adjusted piston position is locked by the electric brake motor through the self-locking of the brake motor. This ensures that after the braking process has ended, the brake piston remains in its current piston position, which it assumes through the application of both the hydraulic brake pressure and the electric brake motor, so that corresponding braking force is generated hydraulically and electromechanically.
  • the displacement of the brake piston due to the hydraulic brake pressure and elasticity in the wheel brake device, which could lead to a reduction in braking force, can be compensated.
  • the displacement of the brake piston caused by the hydraulic brake pressure is determined and the actual hydraulic brake pressure in the wheel brake device is inferred from the displacement of the brake piston.
  • the determination of the displacement of the brake piston by the hydraulic brake pressure is advantageously carried out after the generation of the hydraulic brake pressure and the renewed actuation of the electric brake motor, which initially overcomes the additional idle travel that arises from the hydraulic brake pressure. This additional free travel corresponds to the displacement of the brake piston due to the application of hydraulic brake pressure.
  • the idle travel in the first step and the additional idle travel in the third step can be determined using motor state variables, in particular using the current curve of the electric brake motor, since the current curve is at least approximately constant when the brake motor is idling. Accordingly, the contact point between the spindle nut, which is adjusted by the rotor shaft of the electric brake motor, and the brake piston can be determined with sufficient precision from the rise in the current curve.
  • the displacement of the brake piston correlates with the applied hydraulic brake pressure, so that when the displacement of the brake piston is known—determined from the additional idle travel of the electric brake motor—the actually applied hydraulic brake pressure can be deduced.
  • This hydraulic braking pressure must match a target braking pressure. If this is not the case, a warning signal can be output that can be displayed to the driver and/or used for further processing, for example in an electronic control circuit in the vehicle. For example, if one becomes too small If displacement of the brake piston is detected, this indicates insufficient actual hydraulic brake pressure, which leads to the output of the warning signal.
  • the brake piston moves, increasing the volume occupied by the hydraulic brake fluid. This leads to a drop in the hydraulic brake pressure, which, according to a preferred embodiment, is compensated for by actuating a hydraulic actuator.
  • the compensation preferably takes place before the electric brake motor is switched off at the end of the method for providing braking force.
  • the brake motor After the electric brake motor has built up braking force electromechanically following the hydraulic braking pressure, the brake motor is switched off and locked due to the self-locking of the brake motor, which also means that the hydraulic braking force component is maintained and, through superposition, both the hydraulic and the electromechanical braking force component is permanent is effective.
  • the displacement of the brake piston caused by the hydraulic brake pressure is determined on two different wheel brake devices in the vehicle, preferably on the same axle of the vehicle, and a warning signal is generated in the event of a deviation. If the wheel brake devices belong to different brake circuits, a hydraulic pressure difference can be detected in the different brake circuits and a corresponding warning signal can be generated. But even if they belong to the same brake circuit, a warning signal can be generated in the event of a deviation.
  • the idling distance is either determined in the first step, in which initially the electric brake motor only overcomes the idling distance without subsequent electromechanical braking force build-up, and/or in a further step after hydraulic braking pressure has been generated and then the additional idling distance is covered by the electric brake motor.
  • the hydraulic pressure drop caused by the electromechanical braking force build-up can either be compensated for by actuating a hydraulic actuator, for example as part of a balancing control, in particular during the build-up of electromechanical braking force.
  • compensation takes place by means of an additional component in the hydraulic brake pressure, the additional component advantageously being taken into account from the outset as pilot control. Since the hydraulic pressure drop is at least approximately known for the normal case, this can be taken into account from the outset by a corresponding increase in the hydraulic brake pressure.
  • a hydraulic pump of an electronic stability program (ESP) or a brake booster in the brake circuit for example an iBooster or eBooster, can be considered as the hydraulic actuator.
  • ESP electronic stability program
  • a brake booster in the brake circuit for example an iBooster or eBooster
  • the method can be carried out to generate a parking brake force when the vehicle is stationary.
  • it is also possible to use the method to generate a braking force in a moving vehicle with the method preferably being carried out below a speed limit value.
  • the speed limit is, for example, 30 km/h or a lower value.
  • an automated parking process can be carried out with the help of the automatic braking force build-up hydraulically and electromechanically.
  • the parking brake can be used, for example, to carry out a highly automated parking process, in particular without driver intervention, with greater safety, during which the driver may be outside of the vehicle.
  • the vehicle is usually with the hydraulic vehicle brakes. If the hydraulic vehicle brake fails, the vehicle can be braked by the electric brake motor of the parking brake.
  • the hydraulic brake pressure can be increased to the target pressure if necessary. If the contact point between the spindle nut and the brake piston has already been approached by activation of the brake motor, it can be determined whether the required hydraulic pressure has been reached by actuating the parking brake again via the additional idle travel.
  • This control device can be part of the vehicle brake system or can communicate with the regulation or control unit of the vehicle brake system.
  • the 1 illustrated hydraulic vehicle brake 1 for a vehicle comprises a front-axle brake circuit 2 and a rear-axle brake circuit 3 for Supply and activation of wheel brake devices 9 on each wheel of the vehicle with brake fluid under hydraulic pressure.
  • the two brake circuits 2, 3 are connected to a common brake master cylinder 4, which is supplied with brake fluid via a brake fluid reservoir 5.
  • the master brake cylinder piston inside the master brake cylinder 4 is actuated by the driver via the brake pedal 6 , the pedal travel exerted by the driver is measured via a pedal travel sensor 7 .
  • a brake booster 10 which comprises, for example, an electric motor which preferably actuates the master brake cylinder 4 via a transmission (iBooster).
  • the actuating movement of the brake pedal 6 measured by the pedal travel sensor 7 is transmitted as a sensor signal to a regulating or control device 11, in which actuating signals for actuating the brake booster 10 are generated.
  • the wheel brake devices 9 are supplied with brake fluid in each brake circuit 2, 3 via various switching valves which, together with other units, are part of a brake hydraulic system 8.
  • the hydraulic brake system 8 also includes a hydraulic pump that is part of an electronic stability program (ESP).
  • ESP electronic stability program
  • the wheel brake device 9 which is arranged on a wheel on the rear axle of the vehicle, is shown in detail.
  • the wheel brake device 9 is part of the hydraulic vehicle brake 1 and is supplied with brake fluid 22 from the rear axle brake circuit.
  • the wheel brake device 9 also has an electromechanical braking device, which is preferably used as a parking brake to lock a vehicle at a standstill, but can also be used to brake the vehicle when the vehicle is moving, in particular at lower vehicle speeds below a speed limit value.
  • the electromechanical braking device includes a brake caliper 12 with a caliper 19 which engages over a brake disc 20 .
  • the braking device has a DC electric motor as a braking motor 13, the rotor shaft of which drives a spindle 14 in rotation, on which a spindle nut 15 is mounted in a rotationally fixed manner.
  • the Spindle nut 15 adjusted axially.
  • the spindle nut 15 moves within a brake piston 16 which is the carrier of a brake pad 17 which is pressed against the brake disc 20 by the brake piston 16 .
  • On the opposite side of the brake disc 20 there is another brake pad 18 which is held in place on the pliers 19 .
  • the outside of the brake piston 16 is sealed in a pressure-tight manner with respect to the receiving housing by means of an encompassing sealing ring 23 .
  • spindle nut 15 can move axially forwards in the direction of brake disc 20 when spindle 14 rotates, or axially backwards when spindle 14 rotates in the opposite direction until it reaches a stop 21 .
  • the spindle nut 15 acts on the inner end face of the brake piston 16, as a result of which the brake piston 16, which is mounted so as to be axially displaceable in the braking device, is pressed with the brake lining 17 against the facing end face of the brake disc 20.
  • the hydraulic pressure of the brake fluid 22 from the hydraulic vehicle brake 1 acts on the brake piston 16.
  • the hydraulic pressure can also have a supporting effect when the vehicle is stationary when the electromechanical braking device is actuated, so that the total braking force is made up of the proportion provided by the electric motor and composed of the hydraulic part. While the vehicle is moving, either only the hydraulic vehicle brake is active, or both the hydraulic vehicle brake and the electromechanical braking device, or only the electromechanical braking device, in order to generate braking force.
  • the control signals for controlling both the adjustable components of the hydraulic vehicle brake 1 and the electromechanical wheel brake device 9 are generated in the control unit 11 .
  • a flowchart with method steps for providing a braking force in a vehicle is shown.
  • the method can be used both when the vehicle is stationary to generate a parking brake force and when moving vehicle, for example during a parking process, be carried out automatically.
  • a first method step 30 after the start of the method the electric brake motor of the electromechanical brake device is actuated and the rotor shaft of the brake motor is moved in idle mode until the spindle nut comes into contact with the brake piston.
  • the path that the spindle nut travels from its starting position to the point of contact in the brake piston represents the idle travel that is traveled without braking force being built up.
  • the electric brake motor is stopped at the contact point.
  • the hydraulic vehicle brake is actuated automatically and a hydraulic brake pressure is generated with the aid of a hydraulic actuator, for example the ESP pump or an iBooster.
  • a hydraulic actuator for example the ESP pump or an iBooster.
  • the level of the brake pressure results from the current application and is set to a target pressure.
  • step 32 following the increase in the hydraulic brake pressure, the electric brake motor is actuated again in order to cover an additional idle travel that has arisen as a result of the brake piston adjustment due to the hydraulic brake pressure generation.
  • the additional free travel is covered by activating the electric brake motor while idling until the contact point between the spindle nut and the brake piston is reached again.
  • the hydraulic pressure actually present in the wheel brake device is determined in the following method step 33 . This is done on the basis of the additional idle travel covered from method step 32, which represents the piston travel that the brake piston has covered by generating the hydraulic brake pressure.
  • the additional free travel correlates with the current hydraulic brake pressure.
  • step 34 a query is made as to whether the actual brake pressure, which was determined in step 33, corresponds to the desired hydraulic pressure. If not, following the No ("N") branch, the flow continues to step 35, in which a warning signal is generated, and then to step 36. If, on the other hand, the actual hydraulic brake pressure and the target pressure match, the Yes branch ("Y") is followed to the next method step 36 .
  • step 36 If, on the other hand, the query in step 36 reveals that the additional idle travel at the at least two different wheel brake devices match, proper functioning can be assumed and, following the yes branch, advance directly to step 38 .
  • a braking force is built up electromechanically by actuating the electric brake motor.
  • the level of the electromechanical braking force can be estimated, for example, based on the current curve of the electric brake motor.
  • the hydraulic pressure drop that has been generated by the mechanical adjustment of the brake piston via the actuation of the brake motor is compensated.
  • the hydraulic pressure drop is preferably compensated for by actuating a hydraulic actuator, in particular the same hydraulic actuator as for generating the hydraulic brake pressure in step 33 and during the build-up of the electromechanical braking force.
  • the electric brake motor is switched off, with the position of the brake piston being maintained as a result of its self-locking.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Description

Stand der TechnikState of the art

In der DE 10 2011 078 900 A1 wird eine elektromechanische Feststellbremse beschrieben, über die ein Fahrzeug im Stillstand am Wegrollen gehindert wird. Die Feststellbremse umfasst einen elektrischen Bremsmotor, über den eine Klemmkraft zum Festsetzen des Fahrzeuges erzeugbar ist. Hierbei wird die Rotationsbewegung des elektrischen Bremsmotors in eine axiale Stellbewegung einer Spindelmutter übertragen, über die ein Bremskolben, der Träger eines Bremsbelages ist, axial gegen eine Bremsscheibe gedrückt wird.In the DE 10 2011 078 900 A1 describes an electromechanical parking brake, via which a stationary vehicle is prevented from rolling away. The parking brake includes an electric brake motor, via which a clamping force to lock the vehicle can be generated. Here, the rotational movement of the electric brake motor is transferred into an axial adjustment movement of a spindle nut, via which a brake piston, which is the carrier of a brake pad, is pressed axially against a brake disc.

Der elektrische Bremsmotor ist in eine Radbremseinrichtung integriert, die Teil der hydraulischen Fahrzeugbremse des Fahrzeuges ist. Das Hydraulikfluid der Fahrzeugbremse wirkt ebenfalls auf den Bremskolben.The electric brake motor is integrated into a wheel brake device, which is part of the vehicle's hydraulic vehicle brake. The hydraulic fluid of the vehicle brake also acts on the brake piston.

Die DE 10 2008 012 338 A1 offenbart ein Verfahren zum Bereitstellen von Bremskraft in einem Fahrzeug, bei dem zunächst über eine Betätigung eines elektrischen Bremsmotors der Leerlaufweg ohne elektromechanischen Kraftkraftaufbau überwunden wird. Anschließend wird ein hydraulischer Bremsdruck erzeugt und schließlich der elektrische Bremsmotor zum Überwinden einer durch den hydraulischen Bremsdruck hervorgerufenen Verschiebung des Bremskolbens sowie zum elektromechanischen Bremskraftaufbau erneut betätigt.The DE 10 2008 012 338 A1 discloses a method for providing braking force in a vehicle, in which the idling distance is initially overcome without an electromechanical force build-up by actuating an electric brake motor. A hydraulic brake pressure is then generated and finally the electric brake motor is actuated again to overcome a displacement of the brake piston caused by the hydraulic brake pressure and to build up the brake force electromechanically.

Offenbarung der ErfindungDisclosure of Invention

Mithilfe des erfindungsgemäßen Verfahrens wird eine Bremskraft in einem Fahrzeug bereitgestellt, das eine hydraulische Fahrzeugbremse sowie eine elektromechanische Bremsvorrichtung mit einem elektrischen Bremsmotor aufweist. Der Bremsmotor der elektromechanischen Bremsvorrichtung wirkt auf einen Bremskolben, der einen Bremsbelag trägt, wobei bei einer Verstellbewegung des Bremskolbens der Bremsbelag gegen eine Bremsscheibe gepresst wird. Die Rotationsbewegung des Rotors des elektrischen Bremsmotors wird hierbei vorteilhafterweise in eine axiale Stellbewegung einer Spindelmutter übertragen, die gegen den Bremskolben drückt.Using the method according to the invention, a braking force is provided in a vehicle that has a hydraulic vehicle brake and an electromechanical braking device with an electric brake motor. The brake motor of the electromechanical braking device acts on a brake piston which carries a brake lining, with the brake lining being pressed against a brake disk during an adjustment movement of the brake piston. The rotational movement of the rotor of the electric brake motor is advantageously transferred into an axial adjustment movement of a spindle nut, which presses against the brake piston.

Die hydraulische Fahrzeugbremse umfasst eine oder mehrere Radbremseinrichtungen an einem bzw. mehreren Rädern des Fahrzeugs, in denen unter Hydraulikdruck stehendes Bremsfluid den gleichen Bremskolben beaufschlagt, der auch von dem elektrischen Bremsmotor der elektromechanischen Bremsvorrichtung verstellt wird. Der Bremskolben kann alternativ oder kombiniert sowohl von dem elektrischen Bremsmotor als auch von dem Bremsfluid verstellt werden.The hydraulic vehicle brake includes one or more wheel brake devices on one or more wheels of the vehicle, in which brake fluid under hydraulic pressure acts on the same brake piston that is also adjusted by the electric brake motor of the electromechanical brake device. Alternatively or in combination, the brake piston can be adjusted both by the electric brake motor and by the brake fluid.

Bei dem Verfahren wird zum Bereitstellen einer Bremskraft zunächst der elektrische Bremsmotor so lange betätigt, bis der Leerlaufweg des elektrischen Bremsmotors ohne elektromechanischen Bremskraftaufbau überwunden ist und die Spindelmutter, die von der Rotorwelle des elektrischen Bremsmotors verstellt wird, auf Kontakt mit dem Bremskolben liegt, ohne jedoch eine Bremskraft zu erzeugen.In the method, to provide a braking force, the electric brake motor is first actuated until the idling distance of the electric brake motor is overcome without electromechanical braking force build-up and the spindle nut, which is adjusted by the rotor shaft of the electric brake motor, is in contact with the brake piston, but without generate braking force.

Anschließend wird im nächsten Schritt ein hydraulischer Bremsdruck erzeugt, so dass in der Radbremseinrichtung auf hydraulische Weise selbsttätig Bremskraft erzeugt wird. Währenddessen bleibt der elektrische Bremsmotor in seiner zuvor erreichten Kontaktposition, ohne eine elektromechanische Bremskraft zu erzeugen.Then, in the next step, a hydraulic braking pressure is generated, so that braking force is automatically generated hydraulically in the wheel brake device. Meanwhile, the electric brake motor remains in its previously reached contact position without generating an electromechanical braking force.

In einem weiteren Schritt wird schließlich der elektrische Bremsmotor erneut betätigt und zunächst ein Spiel überwunden, das durch die Verschiebung des Bremskolbens aufgrund des hydraulischen Bremsdrucks hervorgerufen wird und einen zusätzlichen Leerweg darstellt. Der elektrische Bremsmotor wird anschließend über diesen Punkt hinausgehend weiter betrieben, so dass der Bremsmotor den Bremskolben verstellt und ein elektromechanischer Bremskraftaufbau durch den Bremsmotor erreicht wird.Finally, in a further step, the electric brake motor is actuated again and a play that is caused by the displacement of the brake piston due to the hydraulic brake pressure and represents an additional free travel is overcome first. The electric brake motor will then continued to be operated beyond this point, so that the brake motor adjusts the brake piston and an electromechanical brake force build-up is achieved by the brake motor.

Diese Vorgehensweise hat den Vorteil, dass nach Abschluss des selbsttätig durchgeführten Bremsvorgangs die verstellte Kolbenposition von dem elektrischen Bremsmotor durch die Selbsthemmung des Bremsmotors arretiert wird. Somit ist nach Beendigung des Bremsvorganges gewährleistet, dass der Bremskolben in seiner aktuellen Kolbenposition verbleibt, die er durch die Beaufschlagung sowohl des hydraulischen Bremsdrucks als auch durch den elektrischen Bremsmotor einnimmt, so dass entsprechend Bremskraft auf hydraulischem und auf elektromechanischem Weg erzeugt wird. Die Verschiebung des Bremskolbens durch den hydraulischen Bremsdruck und Elastizitäten in der Radbremseinrichtung, die zu einer Minderung der Bremskraft führen könnten, können kompensiert werden.This procedure has the advantage that after the completion of the automatically performed braking process, the adjusted piston position is locked by the electric brake motor through the self-locking of the brake motor. This ensures that after the braking process has ended, the brake piston remains in its current piston position, which it assumes through the application of both the hydraulic brake pressure and the electric brake motor, so that corresponding braking force is generated hydraulically and electromechanically. The displacement of the brake piston due to the hydraulic brake pressure and elasticity in the wheel brake device, which could lead to a reduction in braking force, can be compensated.

Es wird die durch den hydraulischen Bremsdruck hervorgerufene Verschiebung des Bremskolbens bestimmt und aus der Verschiebung des Bremskolbens auf den tatsächlichen hydraulischen Bremsdruck in der Radbremseinrichtung geschlossen. Die Bestimmung der Verschiebung des Bremskolbens durch den hydraulischen Bremsdruck erfolgt vorteilhafterweise im Anschluss an die Erzeugung des hydraulischen Bremsdrucks sowie der erneuten Betätigung des elektrischen Bremsmotors, der zunächst den zusätzlichen Leerweg überwindet, der durch den hydraulischen Bremsdruck entsteht. Dieser zusätzliche Leerweg entspricht der Verschiebung des Bremskolbens aufgrund der Beaufschlagung mit hydraulischem Bremsdruck.The displacement of the brake piston caused by the hydraulic brake pressure is determined and the actual hydraulic brake pressure in the wheel brake device is inferred from the displacement of the brake piston. The determination of the displacement of the brake piston by the hydraulic brake pressure is advantageously carried out after the generation of the hydraulic brake pressure and the renewed actuation of the electric brake motor, which initially overcomes the additional idle travel that arises from the hydraulic brake pressure. This additional free travel corresponds to the displacement of the brake piston due to the application of hydraulic brake pressure.

Der Leerweg im ersten Schritt sowie der zusätzliche Leerweg im dritten Schritt können anhand motorischer Zustandsgrößen bestimmt werden, insbesondere anhand des Stromverlaufs des elektrischen Bremsmotors, da der Stromverlauf im Leerlauf des Bremsmotors zumindest annähernd konstant ist. Dementsprechend lässt sich der Kontaktpunkt zwischen der Spindelmutter, die von der Rotorwelle des elektrischen Bremsmotors verstellt wird, und dem Bremskolben aus dem Anstieg des Stromverlaufs mit hinreichender Präzision bestimmen.The idle travel in the first step and the additional idle travel in the third step can be determined using motor state variables, in particular using the current curve of the electric brake motor, since the current curve is at least approximately constant when the brake motor is idling. Accordingly, the contact point between the spindle nut, which is adjusted by the rotor shaft of the electric brake motor, and the brake piston can be determined with sufficient precision from the rise in the current curve.

Die Verschiebung des Bremskolbens korreliert mit dem aufgebrachten hydraulischen Bremsdruck, so dass bei bekannter Verschiebung des Bremskolbens - bestimmt aus dem zusätzlichen Leerweg des elektrischen Bremsmotors - auf den tatsächlich anliegenden, hydraulischen Bremsdruck geschlossen wird.The displacement of the brake piston correlates with the applied hydraulic brake pressure, so that when the displacement of the brake piston is known—determined from the additional idle travel of the electric brake motor—the actually applied hydraulic brake pressure can be deduced.

Dieser hydraulische Bremsdruck muss mit einem Soll-Bremsdruck übereinstimmen. Ist dies nicht der Fall, so kann ein Warnsignal ausgegeben werden, dass dem Fahrer zur Anzeige gebracht und/oder zur weiteren Verarbeitung genutzt werden kann, beispielsweise in einem elektronischen Regelkreis im Fahrzeug. Wird beispielsweise eine zu kleine Verschiebung des Bremskolbens erkannt, lässt dies auf einen unzureichenden, tatsächlichen hydraulischen Bremsdruck schließen, was zur Ausgabe des Warnsignals führt.This hydraulic braking pressure must match a target braking pressure. If this is not the case, a warning signal can be output that can be displayed to the driver and/or used for further processing, for example in an electronic control circuit in the vehicle. For example, if one becomes too small If displacement of the brake piston is detected, this indicates insufficient actual hydraulic brake pressure, which leads to the output of the warning signal.

Mit dem Aufbau der elektromechanischen Bremskraft durch den Bremsmotor verschiebt sich der Bremskolben, wodurch sich das Volumen vergrößert, welches von dem hydraulischen Bremsfluid eingenommen wird. Dies führt zu einem Abfall des hydraulischen Bremsdrucks, der gemäß einer bevorzugten Ausführung durch Betätigung eines hydraulischen Stellers ausgeglichen wird. Der Ausgleich erfolgt vorzugsweise vor dem Abschaltzeitpunkt des elektrischen Bremsmotors zur Beendigung des Verfahrens zum Bereitstellen von Bremskraft.As the brake motor builds up electromechanical braking force, the brake piston moves, increasing the volume occupied by the hydraulic brake fluid. This leads to a drop in the hydraulic brake pressure, which, according to a preferred embodiment, is compensated for by actuating a hydraulic actuator. The compensation preferably takes place before the electric brake motor is switched off at the end of the method for providing braking force.

Nachdem der elektrische Bremsmotor im Anschluss an den hydraulischen Bremsdruck auf elektromechanische Weise Bremskraft aufgebaut hat, erfolgt die Abschaltung des Bremsmotors und die Verriegelung aufgrund der Selbsthemmung des Bremsmotors, wodurch auch der hydraulische Bremskraftanteil beibehalten wird und durch Superposition sowohl der hydraulische als auch der elektromechanische Bremskraftanteil dauerhaft wirksam ist.After the electric brake motor has built up braking force electromechanically following the hydraulic braking pressure, the brake motor is switched off and locked due to the self-locking of the brake motor, which also means that the hydraulic braking force component is maintained and, through superposition, both the hydraulic and the electromechanical braking force component is permanent is effective.

Gemäß noch einer weiteren zweckmäßigen Ausführung wird die durch den hydraulischen Bremsdruck hervorgerufene Verschiebung des Bremskolbens an zwei verschiedenen Radbremseinrichtungen im Fahrzeug bestimmt, vorzugsweise an der gleichen Achse des Fahrzeugs, und im Fall einer Abweichung ein Warnsignal erzeugt. Sofern die Radbremseinrichtungen verschiedenen Bremskreisen angehören, kann gegebenenfalls in den verschiedenen Bremskreisen ein hydraulischer Druckunterschied festgestellt und ein entsprechendes Warnsignal erzeugt werden. Aber auch bei Zugehörigkeit zum gleichen Bremskreis kann im Fall einer Abweichung ein Warnsignal erzeugt werden.According to yet another expedient embodiment, the displacement of the brake piston caused by the hydraulic brake pressure is determined on two different wheel brake devices in the vehicle, preferably on the same axle of the vehicle, and a warning signal is generated in the event of a deviation. If the wheel brake devices belong to different brake circuits, a hydraulic pressure difference can be detected in the different brake circuits and a corresponding warning signal can be generated. But even if they belong to the same brake circuit, a warning signal can be generated in the event of a deviation.

Des Weiteren ist es möglich, den Leerlaufweg des elektrischen Bremsmotors an zwei unterschiedlichen Radbremseinrichtungen zu bestimmen, wobei im Fall einer Abweichung ein Warnsignal erzeugt wird. Der Leerlaufweg wird entweder im ersten Schritt bestimmt, bei dem zunächst der elektrische Bremsmotor nur den Leerlaufweg ohne anschließenden elektromechanischen Bremskraftaufbau überwindet, und/oder im weiteren Schritt, nachdem hydraulischer Bremsdruck erzeugt wurde und anschließend der zusätzliche Leerweg vom elektrischen Bremsmotor zurückgelegt wird.Furthermore, it is possible to determine the idling travel of the electric brake motor on two different wheel brake devices, with a warning signal being generated in the event of a deviation. The idling distance is either determined in the first step, in which initially the electric brake motor only overcomes the idling distance without subsequent electromechanical braking force build-up, and/or in a further step after hydraulic braking pressure has been generated and then the additional idling distance is covered by the electric brake motor.

Der hydraulische Druckabfall, hervorgerufen durch den elektromechanischen Bremskraftaufbau, kann entweder durch Betätigung eines hydraulischen Stellers ausgeglichen werden, beispielsweise im Rahmen einer Ausgleichsregelung, insbesondere während des Aufbaus elektromechanischer Bremskraft. Gemäß einer weiteren zweckmäßigen Ausführung erfolgt durch einen Zusatzanteil im hydraulischen Bremsdruck eine Kompensation, wobei der Zusatzanteil vorteilhafterweise als Vorsteuerung von vornherein berücksichtigt wird. Da für den Normalfall der hydraulische Druckabfall zumindest annähernd bekannt ist, kann dieser durch eine entsprechende Erhöhung von vornherein im hydraulischen Bremsdruck berücksichtigt werden.The hydraulic pressure drop caused by the electromechanical braking force build-up can either be compensated for by actuating a hydraulic actuator, for example as part of a balancing control, in particular during the build-up of electromechanical braking force. According to a further expedient embodiment, compensation takes place by means of an additional component in the hydraulic brake pressure, the additional component advantageously being taken into account from the outset as pilot control. Since the hydraulic pressure drop is at least approximately known for the normal case, this can be taken into account from the outset by a corresponding increase in the hydraulic brake pressure.

Als hydraulischer Steller kommt beispielsweise eine Hydraulikpumpe eines elektronischen Stabilitätsprogramms (ESP) oder ein Bremskraftverstärker im Bremskreis, zum Beispiel ein iBooster bzw. eBooster in Betracht.For example, a hydraulic pump of an electronic stability program (ESP) or a brake booster in the brake circuit, for example an iBooster or eBooster, can be considered as the hydraulic actuator.

Das Verfahren kann zum Erzeugen einer Parkbremskraft im Stillstand des Fahrzeugs durchgeführt werden. Es ist aber auch möglich, eine Bremskraft bei einem fahrenden Fahrzeug mithilfe des Verfahrens zu generieren, wobei das Verfahren vorzugsweise unterhalb eines Geschwindigkeitsgrenzwertes durchgeführt wird. Der Geschwindigkeitsgrenzwert liegt beispielsweise bei 30 km/h oder einem geringeren Wert. Mithilfe des selbsttätigen Bremskraftaufbaus auf hydraulischem und elektromechanischem Wege kann zum Beispiel ein automatisierter Parkvorgang durchgeführt werden. Des Weiteren ist es möglich, auf automatisiertem Wege eine Bremskraft auch unabhängig von einem Parkmanöver bei fahrendem Fahrzeug zu generieren.The method can be carried out to generate a parking brake force when the vehicle is stationary. However, it is also possible to use the method to generate a braking force in a moving vehicle, with the method preferably being carried out below a speed limit value. The speed limit is, for example, 30 km/h or a lower value. For example, an automated parking process can be carried out with the help of the automatic braking force build-up hydraulically and electromechanically. Furthermore, it is possible to automatically generate a braking force independently of a parking maneuver when the vehicle is moving.

Es kann mithilfe der Parkbremse beispielsweise ein hochautomatisierter Einparkvorgang, insbesondere ohne Fahrereingriff, mit höherer Sicherheit durchgeführt werden, bei dem sich der Fahrer ggf. außerhalb des Fahrzeugs befindet. Während des Einparkvorgangs wird das Fahrzeug üblicherweise mit der hydraulischen Fahrzeugbremse abgebremst. Bei einem Ausfall der hydraulischen Fahrzeugbremse kann das Fahrzeug von dem elektrischen Bremsmotor der Parkbremse abgebremst werden.The parking brake can be used, for example, to carry out a highly automated parking process, in particular without driver intervention, with greater safety, during which the driver may be outside of the vehicle. During the parking process, the vehicle is usually with the hydraulic vehicle brakes. If the hydraulic vehicle brake fails, the vehicle can be braked by the electric brake motor of the parking brake.

Nach Beendigung des automatisierten Einparkvorgangs kann der hydraulische Bremsdruck erforderlichenfalls auf den Zieldruck angehoben werden. Soweit der Kontaktpunkt zwischen Spindelmutter und Bremskolben durch Ansteuerung des Bremsmotors bereits angefahren worden ist, kann über die erneute Aktuierung der Parkbremse über den zusätzlichen Leerweg festgestellt werden, ob der geforderte Hydraulikdruck erreicht worden ist.After the end of the automated parking process, the hydraulic brake pressure can be increased to the target pressure if necessary. If the contact point between the spindle nut and the brake piston has already been approached by activation of the brake motor, it can be determined whether the required hydraulic pressure has been reached by actuating the parking brake again via the additional idle travel.

Die verschiedenen Verfahrensschritte laufen selbsttätig ab und werden insbesondere in einem Regel- und/oder Steuergerät durchgeführt. Dieses Steuergerät kann Bestandteil des Fahrzeugbremssystems sein oder mit dem Regel- bzw. Steuergerät des Fahrzeugbremssystems kommunizieren.The various method steps run automatically and are carried out in particular in a regulating and/or control unit. This control device can be part of the vehicle brake system or can communicate with the regulation or control unit of the vehicle brake system.

Weitere Vorteile und zweckmäßige Ausführungen sind den weiteren Ansprüchen, der Figurenbeschreibung und den Zeichnungen zu entnehmen. Es zeigen:

Fig. 1
eine schematische Darstellung einer hydraulischen Fahrzeugbremse mit einem Bremskraftverstärker, wobei die Radbremseinrichtungen der Fahrzeugbremse an der Fahrzeughinterachse zusätzlich als elektromechanische Bremsvorrichtung mit einem elektrischen Bremsmotor ausgeführt sind,
Fig. 2
einen Schnitt durch eine elektromechanische Bremsvorrichtung mit einem elektrischen Bremsmotor,
Fig. 3
ein Ablaufschema mit Verfahrensschritten zum Bereitstellen einer Bremskraft in einem Fahrzeug.
Further advantages and expedient embodiments can be found in the further claims, the description of the figures and the drawings. Show it:
1
a schematic representation of a hydraulic vehicle brake with a brake booster, the wheel brake devices of the vehicle brake on the vehicle rear axle also being designed as an electromechanical braking device with an electric brake motor,
2
a section through an electromechanical brake device with an electric brake motor,
3
a flowchart with method steps for providing a braking force in a vehicle.

In den Figuren sind gleiche Bauteile mit gleichen Bezugszeichen versehen.The same components are provided with the same reference symbols in the figures.

Die in Fig. 1 dargestellte hydraulische Fahrzeugbremse 1 für ein Fahrzeug umfasst einen Vorderachs-Bremskreis 2 und einen Hinterachs-Bremskreis 3 zur Versorgung und Ansteuerung von Radbremseinrichtungen 9 an jedem Rad des Fahrzeugs mit einem unter Hydraulikdruck stehenden Bremsfluid. Die beiden Bremskreise 2, 3 sind an einen gemeinsamen Hauptbremszylinder 4 angeschlossen, der über einen Bremsflüssigkeitsvorratsbehälter 5 mit Bremsfluid versorgt wird. Der Hauptbremszylinderkolben innerhalb des Hauptbremszylinders 4 wird vom Fahrer über das Bremspedal 6 betätigt, der vom Fahrer ausgeübte Pedalweg wird über einen Pedalwegsensor 7 gemessen. Zwischen dem Bremspedal 6 und dem Hauptbremszylinder 4 befindet sich ein Bremskraftverstärker 10, der beispielsweise einen Elektromotor umfasst, welcher bevorzugt über ein Getriebe den Hauptbremszylinder 4 betätigt (iBooster).In the 1 illustrated hydraulic vehicle brake 1 for a vehicle comprises a front-axle brake circuit 2 and a rear-axle brake circuit 3 for Supply and activation of wheel brake devices 9 on each wheel of the vehicle with brake fluid under hydraulic pressure. The two brake circuits 2, 3 are connected to a common brake master cylinder 4, which is supplied with brake fluid via a brake fluid reservoir 5. The master brake cylinder piston inside the master brake cylinder 4 is actuated by the driver via the brake pedal 6 , the pedal travel exerted by the driver is measured via a pedal travel sensor 7 . Between the brake pedal 6 and the master brake cylinder 4 there is a brake booster 10 which comprises, for example, an electric motor which preferably actuates the master brake cylinder 4 via a transmission (iBooster).

Die vom Pedalwegsensor 7 gemessene Stellbewegung des Bremspedals 6 wird als Sensorsignal an ein Regel- bzw. Steuergerät 11 übermittelt, in welchem Stellsignale zur Ansteuerung des Bremskraftverstärkers 10 erzeugt werden. Die Versorgung der Radbremseinrichtungen 9 mit Bremsfluid erfolgt in jedem Bremskreis 2, 3 über verschiedene Schaltventile, die gemeinsam mit weiteren Aggregaten Teil einer Bremshydraulik 8 sind. Zur Bremshydraulik 8 gehört des Weiteren eine Hydraulikpumpe, die Bestandteil eines elektronischen Stabilitätsprogramms (ESP) ist.The actuating movement of the brake pedal 6 measured by the pedal travel sensor 7 is transmitted as a sensor signal to a regulating or control device 11, in which actuating signals for actuating the brake booster 10 are generated. The wheel brake devices 9 are supplied with brake fluid in each brake circuit 2, 3 via various switching valves which, together with other units, are part of a brake hydraulic system 8. The hydraulic brake system 8 also includes a hydraulic pump that is part of an electronic stability program (ESP).

In Fig. 2 ist die Radbremseinrichtung 9, die an einem Rad an der Hinterachse des Fahrzeugs angeordnet ist, im Detail dargestellt. Die Radbremseinrichtung 9 ist Teil der hydraulischen Fahrzeugbremse 1 und wird aus dem Hinterachs-Bremskreis mit Bremsfluid 22 versorgt. Die Radbremseinrichtung 9 weist außerdem eine elektromechanische Bremsvorrichtung auf, die bevorzugt als Feststellbremse zum Festsetzen eines Fahrzeugs im Stillstand eingesetzt wird, jedoch auch bei einer Bewegung des Fahrzeugs, insbesondere bei kleineren Fahrzeuggeschwindigkeiten unterhalb eines Geschwindigkeits-Grenzwerts zum Abbremsen des Fahrzeugs eingesetzt werden kann.In 2 the wheel brake device 9, which is arranged on a wheel on the rear axle of the vehicle, is shown in detail. The wheel brake device 9 is part of the hydraulic vehicle brake 1 and is supplied with brake fluid 22 from the rear axle brake circuit. The wheel brake device 9 also has an electromechanical braking device, which is preferably used as a parking brake to lock a vehicle at a standstill, but can also be used to brake the vehicle when the vehicle is moving, in particular at lower vehicle speeds below a speed limit value.

Die elektromechanische Bremsvorrichtung umfasst einen Bremssattel 12 mit einer Zange 19, welche eine Bremsscheibe 20 übergreift. Als Stellglied weist die Bremsvorrichtung einen Gleichstrom-Elektromotor als Bremsmotor 13 auf, dessen Rotorwelle eine Spindel 14 rotierend antreibt, auf der eine Spindelmutter 15 rotationsfest gelagert ist. Bei einer Rotation der Spindel 14 wird die Spindelmutter 15 axial verstellt. Die Spindelmutter 15 bewegt sich innerhalb eines Bremskolbens 16, der Träger eines Bremsbelags 17 ist, welcher von dem Bremskolben 16 gegen die Bremsscheibe 20 gedrückt wird. Auf der gegenüberliegenden Seite der Bremsscheibe 20 befindet sich ein weiterer Bremsbelag 18, der ortsfest an der Zange 19 gehalten ist. Der Bremskolben 16 ist auf seiner Außenseite über einen umgreifenden Dichtring 23 druckdicht gegenüber dem aufnehmenden Gehäuse abgedichtet.The electromechanical braking device includes a brake caliper 12 with a caliper 19 which engages over a brake disc 20 . As an actuator, the braking device has a DC electric motor as a braking motor 13, the rotor shaft of which drives a spindle 14 in rotation, on which a spindle nut 15 is mounted in a rotationally fixed manner. Upon rotation of the spindle 14, the Spindle nut 15 adjusted axially. The spindle nut 15 moves within a brake piston 16 which is the carrier of a brake pad 17 which is pressed against the brake disc 20 by the brake piston 16 . On the opposite side of the brake disc 20 there is another brake pad 18 which is held in place on the pliers 19 . The outside of the brake piston 16 is sealed in a pressure-tight manner with respect to the receiving housing by means of an encompassing sealing ring 23 .

Innerhalb des Bremskolbens 16 kann sich die Spindelmutter 15 bei einer Drehbewegung der Spindel 14 axial nach vorne in Richtung auf die Bremsscheibe 20 zu bzw. bei einer entgegen gesetzten Drehbewegung der Spindel 14 axial nach hinten bis zum Erreichen eines Anschlags 21 bewegen. Zum Erzeugen einer Klemmkraft beaufschlagt die Spindelmutter 15 die innere Stirnseite des Bremskolbens 16, wodurch der axial verschieblich in der Bremsvorrichtung gelagerte Bremskolben 16 mit dem Bremsbelag 17 gegen die zugewandte Stirnfläche der Bremsscheibe 20 gedrückt wird.Within brake piston 16 , spindle nut 15 can move axially forwards in the direction of brake disc 20 when spindle 14 rotates, or axially backwards when spindle 14 rotates in the opposite direction until it reaches a stop 21 . In order to generate a clamping force, the spindle nut 15 acts on the inner end face of the brake piston 16, as a result of which the brake piston 16, which is mounted so as to be axially displaceable in the braking device, is pressed with the brake lining 17 against the facing end face of the brake disc 20.

Für die hydraulische Bremskraft wirkt auf den Bremskolben 16 der hydraulische Druck des Bremsfluids 22 aus der hydraulischen Fahrzeugbremse 1. Der hydraulische Druck kann auch im Fahrzeugstillstand bei Betätigung der elektromechanischen Bremsvorrichtung unterstützend wirksam sein, so dass sich die Gesamt-Bremskraft aus dem elektromotorisch gestellten Anteil und dem hydraulischen Anteil zusammensetzt. Während der Fahrt des Fahrzeugs ist entweder nur die hydraulische Fahrzeugbremse aktiv oder sowohl die hydraulische Fahrzeugbremse als auch die elektromechanische Bremsvorrichtung oder nur die elektromechanische Bremsvorrichtung, um Bremskraft zu erzeugen. Die Stellsignale zur Ansteuerung sowohl der einstellbaren Komponenten der hydraulischen Fahrzeugbremse 1 als auch der elektromechanischen Radbremseinrichtung 9 werden in dem Regel- bzw. Steuergerät 11 erzeugt.For the hydraulic braking force, the hydraulic pressure of the brake fluid 22 from the hydraulic vehicle brake 1 acts on the brake piston 16. The hydraulic pressure can also have a supporting effect when the vehicle is stationary when the electromechanical braking device is actuated, so that the total braking force is made up of the proportion provided by the electric motor and composed of the hydraulic part. While the vehicle is moving, either only the hydraulic vehicle brake is active, or both the hydraulic vehicle brake and the electromechanical braking device, or only the electromechanical braking device, in order to generate braking force. The control signals for controlling both the adjustable components of the hydraulic vehicle brake 1 and the electromechanical wheel brake device 9 are generated in the control unit 11 .

In Fig. 3 ist ein Ablaufschema mit Verfahrensschritten zum Bereitstellen einer Bremskraft in einem Fahrzeug dargestellt. Das Verfahren kann sowohl bei stillstehendem Fahrzeug zum Erzeugen einer Parkbremskraft als auch bei fahrendem Fahrzeug, beispielsweise während eines Einparkvorganges, automatisiert durchgeführt werden.In 3 a flowchart with method steps for providing a braking force in a vehicle is shown. The method can be used both when the vehicle is stationary to generate a parking brake force and when moving vehicle, for example during a parking process, be carried out automatically.

Zunächst wird in einem ersten Verfahrensschritt 30 nach dem Start des Verfahrens der elektrische Bremsmotor der elektromechanischen Bremsvorrichtung betätigt und die Rotorwelle des Bremsmotors im Leerlauf so weit verfahren, bis die Spindelmutter in Kontakt mit dem Bremskolben gelangt. Der Weg, den die Spindelmutter von ihrer Ausgangsposition bis zum Kontaktpunkt im Bremskolben zurücklegt, stellt den Leerweg dar, der ohne Bremskraftaufbau zurückgelegt wird. Der elektrische Bremsmotor wird am Kontaktpunkt gestoppt.First, in a first method step 30 after the start of the method, the electric brake motor of the electromechanical brake device is actuated and the rotor shaft of the brake motor is moved in idle mode until the spindle nut comes into contact with the brake piston. The path that the spindle nut travels from its starting position to the point of contact in the brake piston represents the idle travel that is traveled without braking force being built up. The electric brake motor is stopped at the contact point.

Anschließend wird im folgenden Verfahrensschritt 31 die hydraulische Fahrzeugbremse selbsttätig betätigt und mithilfe eines hydraulischen Stellers, beispielsweise der ESP-Pumpe oder einem iBooster, ein hydraulischer Bremsdruck erzeugt. Die Höhe des Bremsdrucks ergibt sich aus der aktuellen Anwendung und wird auf einen Solldruck eingestellt.Then, in the following method step 31, the hydraulic vehicle brake is actuated automatically and a hydraulic brake pressure is generated with the aid of a hydraulic actuator, for example the ESP pump or an iBooster. The level of the brake pressure results from the current application and is set to a target pressure.

Im nächsten Verfahrensschritt 32 wird im Anschluss an die Erhöhung des hydraulischen Bremsdrucks der elektrische Bremsmotor erneut betätigt, um einen Zusatzleerweg zurückzulegen, der durch die Bremskolbenverstellung aufgrund der hydraulischen Bremsdruckerzeugung entstanden ist. Der Zusatzleerweg wird durch Betätigung des elektrischen Bremsmotors im Leerlauf bis zum erneuten Erreichen des Kontaktpunktes zwischen Spindelmutter und Bremskolben zurückgelegt.In the next method step 32, following the increase in the hydraulic brake pressure, the electric brake motor is actuated again in order to cover an additional idle travel that has arisen as a result of the brake piston adjustment due to the hydraulic brake pressure generation. The additional free travel is covered by activating the electric brake motor while idling until the contact point between the spindle nut and the brake piston is reached again.

Sobald der Zusatzleerweg zurückgelegt worden ist und der zweite Kontaktpunkt erreicht worden ist, wird im folgenden Verfahrensschritt 33 der tatsächlich vorliegende hydraulische Druck in der Radbremseinrichtung ermittelt. Dies erfolgt auf der Grundlage des zurückgelegten Zusatzleerwegs aus dem Verfahrensschritt 32, der den Kolbenweg repräsentiert, den der Bremskolben durch das Erzeugen des hydraulischen Bremsdrucks zurückgelegt hat. Der Zusatzleerweg korreliert mit dem aktuellen hydraulischen Bremsdruck.As soon as the additional idle travel has been covered and the second contact point has been reached, the hydraulic pressure actually present in the wheel brake device is determined in the following method step 33 . This is done on the basis of the additional idle travel covered from method step 32, which represents the piston travel that the brake piston has covered by generating the hydraulic brake pressure. The additional free travel correlates with the current hydraulic brake pressure.

Im Verfahrensschritt 34 erfolgt eine Abfrage, ob der tatsächliche Bremsdruck, der im Schritt 33 ermittelt wurde, mit dem hydraulischen Solldruck übereinstimmt. Ist dies nicht der Fall, wird der Nein-Verzweigung ("N") folgend zum Schritt 35 fortgefahren, in welchem ein Warnsignal erzeugt wird, und anschließend zum Schritt 36 fortgefahren. Stimmen dagegen der tatsächliche hydraulische Bremsdruck und der Solldruck überein, wird der Ja-Verzweigung ("Y") folgend zum nächsten Verfahrensschritt 36 fortgefahren.In method step 34, a query is made as to whether the actual brake pressure, which was determined in step 33, corresponds to the desired hydraulic pressure. If not, following the No ("N") branch, the flow continues to step 35, in which a warning signal is generated, and then to step 36. If, on the other hand, the actual hydraulic brake pressure and the target pressure match, the Yes branch ("Y") is followed to the next method step 36 .

Im Schritt 36 erfolgt die Abfrage, ob der zurückgelegte Zusatzleerweg in zwei verschiedenen Radbremseinrichtungen des Bremssystems übereinstimmt. Hierbei wird insbesondere überprüft, ob der Zusatzleerweg an den Radbremseinrichtungen links und rechts der gleichen Fahrzeugachse übereinstimmt. Ist dies nicht der Fall, wird der Nein-Verzweigung folgend zum Schritt 37 vorgerückt und ein Warnsignal erzeugt, das auf einen Fehler im Bremssystem hindeutet. Anschließend wird zum nächsten Verfahrensschritt 38 verfahren.In step 36, the query is made as to whether the additional free travel covered in two different wheel brake devices of the brake system is the same. In this case, it is checked in particular whether the additional free travel on the wheel brake devices is the same on the left and right of the same vehicle axle. If this is not the case, the No branch is followed to step 37 and a warning signal is generated which indicates a fault in the brake system. The procedure then proceeds to the next method step 38 .

Ergibt dagegen die Abfrage im Schritt 36, dass die Zusatzleerwege an den mindestens zwei unterschiedlichen Radbremseinrichtungen übereinstimmen, kann von einer ordnungsgemäßen Funktion ausgegangen und der Ja-Verzweigung folgend unmittelbar zum Schritt 38 vorgerückt werden.If, on the other hand, the query in step 36 reveals that the additional idle travel at the at least two different wheel brake devices match, proper functioning can be assumed and, following the yes branch, advance directly to step 38 .

Im Schritt 38 wird auf elektromechanischem Wege durch Betätigung des elektrischen Bremsmotors eine Bremskraft aufgebaut. Die Höhe der elektromechanischen Bremskraft kann beispielsweise anhand des Stromverlaufs des elektrischen Bremsmotors abgeschätzt werden.In step 38, a braking force is built up electromechanically by actuating the electric brake motor. The level of the electromechanical braking force can be estimated, for example, based on the current curve of the electric brake motor.

Im nächsten Schritt 39 wird der hydraulische Druckabfall ausgeglichen, der durch die mechanische Verstellung des Bremskolbens über die Betätigung des Bremsmotors erzeugt worden ist. Die Kompensation des hydraulischen Druckabfalls erfolgt vorzugsweise durch Betätigung eines hydraulischen Stellers, insbesondere des gleichen hydraulischen Stellers wie zur Erzeugung des hydraulischen Bremsdrucks im Schritt 33 und während des Aufbaus der elektromechanischen Bremskraft.In the next step 39, the hydraulic pressure drop that has been generated by the mechanical adjustment of the brake piston via the actuation of the brake motor is compensated. The hydraulic pressure drop is preferably compensated for by actuating a hydraulic actuator, in particular the same hydraulic actuator as for generating the hydraulic brake pressure in step 33 and during the build-up of the electromechanical braking force.

Nachdem eine elektromechanische Soll-Bremskraft erreicht ist, wird der elektrische Bremsmotor abgeschaltet, wobei durch seine Selbsthemmung die erreichte Position des Bremskolbens beibehalten wird.After a desired electromechanical braking force has been reached, the electric brake motor is switched off, with the position of the brake piston being maintained as a result of its self-locking.

Claims (7)

  1. Method for providing a brake force in a vehicle which has a hydraulic vehicle brake (1) with one or more wheel brake devices (9) and an electromechanical brake device with an electric brake motor (13), which displaces a brake piston (16) against a brake disc (10), wherein
    a) firstly, the idle travel of the electric brake motor (13) is overcome via an actuation of the electric brake motor (13) without building up electromechanical brake force,
    b) a hydraulic brake pressure is then produced,
    c) finally, the electric brake motor (13) is actuated again to overcome a displacement of the brake piston (16) caused by the hydraulic brake pressure and to build up electromechanical brake force,
    wherein the displacement of the brake piston (16) caused by the hydraulic brake pressure is determined and the actual hydraulic brake pressure is inferred from the displacement of the brake piston (16), wherein, in the event of a deviation of the actual hydraulic brake pressure from a target brake pressure, a warning signal is produced.
  2. Method according to Claim 1, characterized in that the idle travel is determined on two wheel brake devices and, in the event of a deviation, a warning signal is produced.
  3. Method according to Claim 1 or 2, characterized in that a hydraulic pressure drop caused by building up electromechanical brake force is compensated for by actuating a hydraulic actuator.
  4. Method according to one of Claims 1 to 3, characterized in that a hydraulic pressure drop caused by building up electromechanical brake force is considered from the start via an increased hydraulic brake pressure.
  5. Method according to one of Claims 1 to 4 for producing a parking brake force when the vehicle is at a standstill.
  6. Method according to one of Claims 1 to 5 for producing a brake force in a vehicle that is travelling, preferably below a speed limit.
  7. Closed-loop and/or open-loop control device for carrying out the method according to one of Claims 1 to 6 for controlling both the adjustable components of the hydraulic vehicle brake (1) and the electromechanical wheel brake device (9).
EP17704250.4A 2016-03-31 2017-02-09 Method for providing a brake force in a vehicle Active EP3436321B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016205298.5A DE102016205298A1 (en) 2016-03-31 2016-03-31 Method for providing a braking force in a vehicle
PCT/EP2017/052877 WO2017167482A1 (en) 2016-03-31 2017-02-09 Method for providing a brake force in a vehicle

Publications (2)

Publication Number Publication Date
EP3436321A1 EP3436321A1 (en) 2019-02-06
EP3436321B1 true EP3436321B1 (en) 2023-09-06

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EP17704250.4A Active EP3436321B1 (en) 2016-03-31 2017-02-09 Method for providing a brake force in a vehicle

Country Status (7)

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US (1) US10780869B2 (en)
EP (1) EP3436321B1 (en)
JP (1) JP6605154B2 (en)
KR (1) KR102605054B1 (en)
CN (1) CN108778871B (en)
DE (1) DE102016205298A1 (en)
WO (1) WO2017167482A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7172190B2 (en) 2018-06-29 2022-11-16 株式会社アドヴィックス brake controller

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4333000B2 (en) * 1999-12-10 2009-09-16 トヨタ自動車株式会社 Brake system for vehicles
FR2817218B1 (en) * 2000-11-28 2003-01-10 Bosch Gmbh Robert DISC BRAKE CYLINDER WITH PARKING BRAKE MECHANISM
CN1626387A (en) * 2003-12-09 2005-06-15 刘连忠 Ejecting and compensating mechanism of disk brake having brake for parking
DE102008012338A1 (en) * 2008-03-03 2009-09-10 Lucas Automotive Gmbh Technique for actuating a hydraulic parking brake
DE102010063404A1 (en) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Method for adjusting the clamping force exerted by a parking brake
DE102010063345A1 (en) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Method for adjusting the clamping force exerted by a parking brake
DE102012200705A1 (en) * 2011-01-27 2012-08-02 Continental Teves Ag & Co. Ohg Method and device for controlling an electro-hydraulic brake system
DE102011078900B4 (en) 2011-07-08 2024-06-20 Robert Bosch Gmbh Method for adjusting a parking brake in a vehicle
DE102012202959A1 (en) * 2012-02-27 2013-08-29 Robert Bosch Gmbh Method for providing the clamping force generated by a parking brake
DE102012205576A1 (en) * 2012-04-04 2013-10-10 Robert Bosch Gmbh Method for providing the clamping force generated by a parking brake
DE102014202159A1 (en) * 2014-02-06 2015-08-06 Robert Bosch Gmbh Method for providing a clamping force generated by an automatic parking brake
KR101655169B1 (en) * 2015-05-07 2016-09-07 현대자동차 주식회사 Braking system using a braking device having eletro mechanical parking function and control method thereof
DE102015217118B3 (en) * 2015-09-08 2016-08-18 Robert Bosch Gmbh Driver assistance system with reduced activation time

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Publication number Publication date
JP6605154B2 (en) 2019-11-13
DE102016205298A1 (en) 2017-10-05
KR20180128918A (en) 2018-12-04
US10780869B2 (en) 2020-09-22
CN108778871A (en) 2018-11-09
EP3436321A1 (en) 2019-02-06
CN108778871B (en) 2021-01-12
JP2019508319A (en) 2019-03-28
KR102605054B1 (en) 2023-11-24
WO2017167482A1 (en) 2017-10-05
US20190023247A1 (en) 2019-01-24

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